Fixed speed operation in a hybrid transmission including sport and economy modes

ABSTRACT

A method of operating a hybrid transmission includes controlling the transmission according to a drive mode, which includes a continuously variable speed ratio, and according to automatic and manual fixed speed relationships modes, which include a plurality of fixed speed relationships including mechanics gear ratios and virtual gear relationships. The method also includes receiving a driver request for transmission operation in one of an Economy or a Sport mode, and operating the transmission in the requested Economy or Sport modes.

FIELD OF THE INVENTION

The present invention relates generally to vehicle transmissions, andmore particularly to hybrid transmissions.

BACKGROUND OF THE INVENTION

A conventional automotive vehicle includes & drive-train to generatemechanical power and impart the power against a road surface to propelthe vehicle. A “hybrid” powertrain commonly includes a transmissioncoupled to at least two different prime movers such as a mechanicalengine and an electrical motor. A series hybrid powertrain generallyincludes an engine driving a generator, which is coupled to a batteryand an electric motor that propels the vehicle. A parallel hybridpowertrain commonly includes an engine and a motor both mechanicallycoupled to a drivetrain, which includes a discrete gear shiftingtransmission with fixed gear ratios. A mixed hybrid powertrain typicallyincludes the elements of the series and parallel hybrid powertrains inany of several configurations. Mixed hybrid powertrains now includecontinuously variable transmissions having planetary gearsets andintegrated electric motors selectively coupled to the planetarygearsets, which are also selectively coupled to an engine.

SUMMARY OF THE INVENTION

In one implementation of a presently preferred method of operating ahybrid transmission, the transmission is controlled according to a drivemode, which includes a continuously variable speed relationship, andaccording to automatic and manual fixed speed relationships modes, whichinclude a plurality of fixed speed relationships including mechanicalgear ratios and virtual gear relationships. The method also includesreceiving a driver request for transmission operation in one of anEconomy or a Sport mode, and operating the transmission in the requestedEconomy or Sport modes. According to a preferred aspect, thetransmission into the automatic fixed speed relationships mode andoperated according to Sport shift schedule different from a defaultshift schedule of the automatic fixed speed relationships mode or anEconomy shift schedule different from the default, shift schedule of theautomatic fixed speed relationships mode. According to another preferredaspect, the transmission is placed into the automatic fixed speedrelationships mode and operated according to one or the other of Sportor Economy torque reserves, which are different from one another andfrom a default torque reserve of the automatic fixed speed relationshipsmode.

BRIEF DESCRIPTION OF THE DRAWINGS

The following detailed description of preferred embodiments and bestmode will be set forth with reference to the accompanying drawings, inwhich:

FIG. 1 is a schematic of one exemplary embodiment of a vehicledrivetrain system including an exemplary hybrid powertrain having anexemplary engine and an exemplary hybrid transmission;

FIG. 2 is a plot of engine speed versus transmission output speed forthe hybrid powertrain of FIG. 1 and illustrates an exemplarycontinuously variable speed relationship path within an operating rangeof a continuously variable speed relationship;

FIG. 3 is a plot of engine speed versus transmission output speed forthe hybrid powertrain of FIG. 1, including plots of fixed speedrelationships including mechanical gear ratios and virtual gearrelationships;

FIG. 4 is a plot of engine speed versus transmission output speed forthe hybrid powertrain of FIG. 1, including plots of fixed speedrelationships within a manual fixed speed relationship mode, andillustrating a change from a continuously variable speed relationshipmode to the manual fixed speed relationship mode, and furtherillustrating shifts between the fixed speed relationships;

FIG. 5 is a plot of engine speed versus transmission output speed forthe hybrid powertrain of FIG. 1, including plots of fixed speedrelationships within an automatic fixed speed relationship mode, andillustrating a change from a continuously variable speed relationshipmode to the automatic fixed speed relationship mode; and

FIG. 6 is a plot of engine torque versus engine speed and illustratestorque reserve limits associated with Economy and Sport modes.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring in more detail to the drawings, FIG. 1 illustrates anexemplary drivetrain system 10 for propelling a vehicle. The drivetrainsystem 10 generally includes a hybrid powertrain 12 to generatemechanical power, and a driveline 14 to convey the mechanical power fromthe powertrain 12 against a road surface to propel the vehicle down theroad. The drivetrain system 10 can also include or communicate with adriver interface 16 for receiving input from and transmitting output toa vehicle driver.

The driver interface 16 generally can include any suitable input devices18 to receive commands or requests from the driver and output devices 20to transmit drivetrain information back to the driver. The outputdevices 20 of the driver interface 16 can include a mode selectiondisplay to indicate transmission modes such as P for Park, R forReverse, N for Neutral, D for Drive in a continuously variable (CV)speed relationship mode (aka Drive mode), AF for an automatic fixedspeed relationship mode, and MF for a manual fixed speed relationshipmode. The MF display of the driver interface output devices 20 can alsoinclude a plurality of fixed speed relationship displays. As will bediscussed in detail below, the manual fixed speed relationship modeenables a driver to instruct the powertrain 12 to perform moreaggressively and to take control of transmission shifts.

The driver interface input devices 18 can include an accelerator pedaland related sensor(s), a brake pedal and related sensor(s), and/or anyother like device for controlling the powertrain, such as a transmissionmode selector and related sensor(s) to receive requests from the driverfor different modes of transmission operation. The mode selector caninclude a steering-column-mounted or console-mounted gearshift lever,push buttons, a touchscreen graphical user interface, or the like. Thetransmission mode selector can include settings for transmission modessuch as P for Park, R for Reverse, N for Neutral, D for Drive in acontinuously variable speed relationship mode, AF for an automatic fixedspeed relationship mode, and MF for a manual fixed speed relationshipmode. The transmission mode selector can also include a plurality offixed speed relationship settings and corresponding sensors, or caninclude a +/− selector including “+” and “−” settings and sensorscorresponding to driver-requested upshifts and downshifts. The +/−selector can instead be a separate device such as a paddle, orpushbutton switch, or the like, and can include related sensors.

The driveline 14 can include any suitable apparatus for transmittingtorque from the hybrid powertrain 12 to the road. For example, thedriveline 14 generally may include tired wheels 22 for contacting theroad, and a driveshaft 24 coupled to the powertrain 12 for receivingtorque therefrom. The driveline 14 may also include a final drive unit26, such as an axle or differential, coupled between the driveshaft 24and the wheels 22, for example, to change direction of and multiply thetorque received from the powertrain 12 and to deliver it to the wheels22 via axle shafts 28 or the like.

In general, the hybrid powertrain 12 includes any suitable configurationof different types of prime movers to convert some form of energy intomechanical force and motion, and one or more transmissions coupled tothe prime movers to multiply torque received from the prime movers. Butin a particularly preferred example shown in FIG. 1, the hybridpowertrain 12 can include a first external prime mover, such as aninternal combustion engine 30 selectively coupled via a selectivecoupling 32 to a hybrid transmission 34.

The engine 30 can be any suitable engine such as a diesel engine,gasoline engine, or the like. In any case, the engine 30 includes anoutput shaft such as a crankshaft 31 for coupling to the transmission34. The first prime mover 30 can also include various actuators 30 a andsensors 30 s, including throttles and fuel injectors and relatedsensors, and further including speed sensors, manifold air pressuresensors, and the like.

The hybrid transmission 34 can be any suitable device to produce acontinuously variable speed relationship in addition to fixed speedrelationships between a transmission input 33 and a transmission output35. For example, the hybrid transmission 34 can be an electricallyvariable transmission, which, by now, is a known type of transmission tothose skilled in the art. The transmission 34 generally includes one ormore mechanical speed reducers, such as gearsets 36, 38, 40, to multiplyprime mover torque, and one or more integrated prime movers 42, 44, suchas electric motors, mechanically coupled to the speed reducer(s) 36, 38,40 to impart motor torque thereto and/or absorb engine or vehicle menialtorque therefrom. As used herein, the term electric motor includes anysuitable electric machine such as a motor, generator, or a combinedmotor/generator.

The gearsets 36, 38, 40 can be any suitable device(s) to receive andmultiply torque from the prime movers 30, 42, 44 to adjust powertrainspeed relationships and thereby adjust powertrain torque for output tothe driveline 14. For example, the gearsets 36, 38, 40 can includeplanetary gearsets, which are generally well known to those skilled inthe art. Any suitable number of gearsets can be used, but the exemplarytransmission 34 includes three gearsets including an input gearset 36coupled to the transmission input 33 in any suitable manner, a finalgearset 40 coupled to the transmission output 35 in any suitable manner,and an intermediate gearset 38 coupled between the input and finalgearsets 36, 40. The planetary gearsets 36, 38, 40 can include centrallydisposed sun gears 36 s, 38 s, 40 s, ring gears 36 r, 38 r, 40 rgenerally Circumscribing the sun gears 36 s, 38 s, 40 s, and planetarygear carriers 36 c, 38 c, 40 c between the sun gears 36 s, 38 s, 40 sand ring gears 36 r, 38 r, 40 r. The carriers 36 c, 38 c, 40 c caninclude a plurality of planet gears 36 p, 38 p, 40 p in mesh between thesun gears 36 s, 38 s, 40 s and ring gears 36 r, 38 r, 40 r, such thatthe planet gears 36 p, 38 p, 40 p orbit their respective sun gears 36 s,38 s, 40 s when the carriers 36 c, 38 c, 40 c rotate relative thereto.Those skilled in the art will recognize that the gearsets 36, 38, 40 candefine any suitable mechanical gear ratios using any suitable numbers ofgear teeth on the various gears and being coupled in any suitable mannerto one another.

The gearsets 36, 38, 40 can be coupled together and to othertransmission elements in any suitable configuration using any suitabledevices. For example, any combination of shafts, hubs, drums, or thelike can be fixed in any suitable manner between different elements ofthe different gearsets or can be selectively coupled thereto such as byselective couplings or the like. Any suitable number and type selectivecouplings can be used, such as tour selective couplings C1-C4, which caninclude friction plate clutches, brake bands, and/or the like. The inputring gear 36 r is fixed to the transmission input 33 and to an auxiliarydrive 46 for driving any suitable auxiliary device such as an oil pump48 for pressurizing transmission oil from a sump 49 for delivery to, andactuation of, the selective couplings 32, C1-C4, and other suitableportions of the transmission 34. The input sun gear 36 s is fixed to theintermediate ring gear 38 r, and the input carrier 36 c is fixed to theintermediate carrier 38 c and selectively coupled to the final carrier40 c through a second CV mode selective coupling C2. The intermediatesun gear 38 s is fixed to the final sun gear 40 s, and selectivelycoupled to its own intermediate carrier 36 c through a 1^(st)/3^(rd)gear coupling C4 and to a transmission housing through a 4^(th) gearcoupling C3. Finally, the final ring gear 40 r is selectively groundedto a transmission support 50 such as a housing, center support, rearsupport, or the like, through a first CV mode selective coupling C1, andthe final carrier 40 c is selectively coupled to the output 35 throughthe second CV mode coupling C2.

The integrated prime movers 42, 44 can include any suitable electricmotors such as three phase motors, like a first CV mode motor 42 and asecond CV mode motor 44. The integrated prime movers 42, 44 areintegrated into the transmission 34 in any suitable manner, and coupledto the gearsets 36, 38, 40 in any suitable manner. Those skilled in theart will recognize that the motors 42, 44 can include wound statorsgrounded to the transmission housing 50 and rotors fixed to respectivetransmission components in any suitable manner. For example, the firstCV mode motor 42 is fixed to the final and intermediate sun gears 40 s,38 s, and the second CV mode motor 44 is fixed to the input sun gear 36s and intermediate ring gear 38 r. Further, a source of electrical power52 is coupled in any suitable manner to the motors 42, 44 and caninclude one or more batteries, fuel cells, capacitors, and/or the like.Also, one or more suitable motor controllers 54 are suitably coupledbetween the power source 52 and the motors 42, 44 and may include anysuitable DC/AC power inverter.

Finally, the hybrid transmission 34 can include any suitable actuators34 a and sensors 34 s. For example, the transmission actuators 34 a caninclude variable-force, pulse-width-modulated, and/or on-off solenoidvalves, or the like. Also, the transmission sensors 34 s can includelevel sensors, pressure sensors, temperature sensors, speed sensors suchas input and output speed sensors, or the like.

Still referring to FIG. 1, a powertrain control system 56 includes theengine 30 and an associated engine controller 58, the hybridtransmission 34 and an associated transmission controller 60, and acentral or supervisory controller 62 in communication with the engineand transmission controllers 58, 60. Alternatively, those of ordinaryskill in the art will recognize that any combination of any of thecontrollers 58, 60, 62 could be integrated together. Those of ordinaryskill in the art will also recognize that the control system 56 mayinclude any suitable electronic device(s) for receiving, storing, andtransmitting data, and receiving, storing, and executing softwareprogram instructions and may include any suitable memory and processordevices and ancillary devices such as clocks, timers, interfaces, and/orthe like. The data and program instructions can include engineoperational algorithms or maps and related data, and transmission shiftschedules or speed relationship algorithms and related data, and thelike.

The engine controller 58 is configured to control operation of theengine 30 by receiving suitable engine condition input signals, also byexecuting suitable engine control programs, and by generating suitableengine control output signals back to the engine 30. More specifically,the engine controller 58 may receive input signals from the variousengine sensors 30 s such as the throttle sensor and the speed sensor.The engine controller 58 may then execute suitable engine controlprograms to generate engine control output signals to the various engineactuators 30 a such as the throttle and fuel injectors to adjustoperation and output of the engine 30 such as by suitably regulatingfuel and spark parameters to activate and run the engine 30.

The transmission controller 60 is configured to control operation of thetransmission 34 by receiving suitable transmission condition inputsignals, also by executing suitable programs based on such input, and bygenerating suitable transmission control output signals back to thetransmission 34. More specifically, the transmission controller 60 mayreceive input signals from the various transmission sensors 34 s, suchas input and output speed sensors and hydraulic pressure sensors. Thetransmission controller 60 may then execute suitable transmission shiftschedules or speed relationship algorithms to generate output signals tothe various transmission actuators 34 a such as transmission speedrelationship change devices such as the selective couplings 32, C1-C4.For example, the transmission controller 60 may controlelectro-hydraulic solenoid valves disposed within hydraulic circuits inthe transmission for activating and deactivating the selective couplingsC1-C4 to couple and decouple the planetary gearsets 36, 38, 40 andthereby effect changes in mechanical and/or virtual gear relationships.In addition, the transmission controller 60 may send appropriate signalsto the motor controller 54 to adjust motor speed and/or torque settingsto effect changes in a continuously variable speed relationship and/orvirtual gear relationships or to adjust generator settings to absorbtorque from the engine or driveline in battery charging or regenerativebraking modes.

The supervisory controller 62 can monitor torque and/or speed demand onthe powertrain 12 and control the engine 30 and/or transmission 34 inaccordance with such demand. In general, the supervisory controller 62is configured to communicate with the engine and transmissioncontrollers 58, 60, and control functionality of the controllers 58, 60by receiving suitable input signals therefrom and any other suitablevehicle sources, also by executing suitable programs based on suchinput, and by generating suitable control output signals back to thecontrollers 58, 60. More specifically, the supervisory controller 62 mayreceive input signals from various sensors 62 s, such as a vehicleignition switch, an accelerator sensor, a vehicle speed sensor, atransmission mode selector sensor, a vehicle brake sensor, and/or otherlike input sources. The supervisory controller 62 may then executesuitable powertrain control programs to generate suitable output signalsto the controllers 58, 60. In any case, the supervisory controller 62and/or the other controllers 58, 60 can control engine throttle and fuelinjection to adjust speed and torque output of the engine 30, thecoupling and decoupling of the engine coupling 32, and coupling anddecoupling of the transmission couplings C1-C4 and/or control of themotors to effect changes in transmission speed relationship. Todetermine the proper speed relationship for the transmission 34, thecontrol system 56 may analyze a number of factors, which can include acurrent speed relationship of the transmission 34, a current speed ofthe vehicle, engine throttle position, and engine output speed. Todetermine the present speed relationship in which the transmission 34 isoperating, the transmission input speed, or engine output speed, iscompared to the transmission output speed.

In operation, the transmission 34 generally multiplies torque receivedfrom the engine 30 and enables several general modes of operation,including reverse R, neutral N, park P, and various forward modes withcontinuously variable and fixed speed relationships such as D for Drivein the continuously variable speed relationship mode, AF for theautomatic fixed speed relationship mode, and MF for the manual fixedspeed relationship mode. Speed relationships are correspondences oftransmission output speeds to input speeds and are indicative of therotational “leverage” the transmission 34 provides to launch the vehicleto a desired operating speed from standstill, and vice-versa. The higherthe speed relationship, the greater the leverage provided, andvice-versa.

The hybrid transmission provides both a continuously variable speedrelationship and several fixed speed relationships. The speedrelationships can be provided according to several specific modes ofoperation including two CV speed relationship modes, and the automaticor manual fixed speed relationship modes. The CV speed relationshipmodes are carried out to balance between powertrain operating efficiencyand powertrain performance, primarily by varying the output of themotors 42, 44 and maintaining a substantially constant output of theengine 30. In contrast, the automatic fixed speed relationship mode iscarried out, for example, to provide the feel of conventional automatictransmission shifts and/or to balance between powertrain operatingefficiency and powertrain performance, primarily by adjusting betweenthe planetary gearsets 36, 38, 40 driven primarily by the engine 30 andby the motors 42, 44. Similarly, the manual fixed speed relationshipmode is carried out, for example, to respond to driver demand tomanually control gear shifts of the transmission 34 for aggressivetransmission operation and/or for the feel of a manual transmission.

Referring now to FIGS. 1 and 2, the two CV speed relationship modes arecarried out to balance powertrain efficiency performance via a mix ofmechanical and electrical advantage or by electrical advantage only.FIG. 2 illustrates transmission output speed versus engine speed, whichis substantially the same as transmission input speed when the engine 30and transmission 34 are coupled via the selective coupling 32. As shownin FIG. 2, a shaded area is bounded at the left and top by a maximumspeed relationship limit and represents a possible speed relationshipoperating range within the driver-selected Drive mode D. An exemplaryinstantaneous speed relationship D_(i) represents an exemplary speedrelationship at a given moment in time while in the CV Drive mode D, andthe dashed line indicates an exemplary continuously variable path Pcv ofspeed relationships that was established prior to the speed relationshipD_(i). The arrows emanating from the speed relationship D_(i) indicatethat the speed relationship D_(i) can instantaneously change in anydirection, depending on vehicle performance conditions and powertraindemand.

The CV speed relationship modes provide a continuously variable speedrelationship over a wide range such as from about 6.0 to about 0.6. Amode transition line T is shown dividing the CV speed relationship rangeinto a low speed or first CV speed relationship range R1 correspond to afirst CV speed relationship mode, and a high speed or second CV speedrelationship range R2 corresponding to a second CV speed relationshipmode. Both modes are primarily carried out by suitable control of themotors 42, 44 to provide a continuously variable speed relationshipwithin and across the CV speed relationship ranges R1, R2.

The first CV speed relationship mode is achieved when the first CV modecoupling C1 is applied in order to ground, the final ring gear 40 r andthe second CV mode coupling C2 is released, whereas the second CV speedrelationship mode is achieved when the first CV mode coupling C1 isreleased and the second CV mode coupling C2 is applied in order tocouple the final carrier 40 c to the other carriers 36 c, 38 c. The modetransition line T is defined by a mechanical gear ratio MG3 between thefirst and second CV speed relationship modes that is established whenboth the first and second CV mode couplings C1, C2 are applied. Anexemplary speed relationship may range from about 6.0 to about 1.6 forthe first CV speed relationship mode, and from about 1.6 to about 0.6for the second CV speed relationship mode. Thus, a transition from thefirst to the second CV speed relationship mode can be considered anupshift, and vice-versa.

In the first CV speed relationship mode, and when the control system 56determines that the driver desires to move forward from a stationarycondition, and/or to accelerate from any vehicle speed, the enginecoupling 32 is engaged to couple the engine 30 to the hybridtransmission 34, and the engine coupling 32 remains applied as thevehicle moves forward. Also, the first CV mode coupling C1 is applied,and the second CV mode coupling C2 is not applied and/or remainsdisengaged. The engine 30 applies driving power through the enginecoupling 32 to the transmission input 33 and to the input ring gear 36r. Also, the first motor 42 can operate as a motor to drive the finalsun gear 40 s to rotate the final carrier 40 c against the groundedfinal ring gear 40 r to effect forward movement of the vehicle. Thefirst motor 42 rotation also drives the intermediate sun gear 38 s torotate the input and intermediate carriers 36 c, 38 c in unison, and theengine 30 drives the input ring gear 36 r to rotate the connected inputsun gear 36 s and intermediate ring gear 38 r. As a result, the secondmotor 44 is driven by rotation from the engine 30 and/or the first motor42 and, thus, can act as a generator. The first CV speed relationshipmode can extend over a vehicle speed range from the vehicle at rest to aforward vehicle speed anywhere from about 20 to 70 MPH. At vehiclespeeds greater than about 20 to 70 MPH, the transmission operates in thesecond CV speed relationship mode.

In the second CV speed relationship mode, one or the other of the firstand second motors 42, 44 operates as a motor to drive one or the otherof the final sun gear 40 s or the final carrier 40 c through the secondCV mode coupling C2 such that the final carrier 40 c rotates to effectforward movement of the vehicle. For example, the first motor 42continues to operate as a motor until the vehicle reaches a speedanywhere from about 30 to 90 MPH, at which point it can transition tooperation as a generator, and can continue thereafter to operate as agenerator. Conversely, the second motor 44 continues to operate asgenerator until the vehicle reaches a speed anywhere from about 30 to 90MPH and thereafter operates as a motor. Those skilled in the art willrecognize that the vehicle speed ranges covered by the two CV modes aredefined by the selected individual planetary gear ratios, which arebased on interconnections of the planetary gearsets and the relativenumber of selected gear teeth between the sun, ring, and planet gearsthereof. Similarly, such gear ratio selections define whether the motors42, 44 operate as motors or generators or whether they freewheel orstand still at any given moment in any given application.

Referring now to FIGS. 1 and 3, the manual fixed speed relationship modeincludes several fixed speed relationships, including mechanical gear(MG) ratios and virtual gear (VG) relationships. The mechanical gearratios and virtual gear relationships include four mechanical gearratios and three virtual gear relationships to establish the hybridtransmission 34 as a virtual seven-speed transmission. As shown in FIG.3, the fixed speed relationships can overlap the speed relationshipranges of the CV speed relationship modes. Table 1 is a table of fixedspeed relationships including conventional 7-speed transmissionmechanical gear ratios compared to exemplary mechanical gear ratios andvirtual gear relationships of the present exemplary hybrid transmission34. As used herein, the terminology speed relationship includes aconstant linear relationship between input and output speeds such as3.89, and further includes a non-linear relationship between input andoutput speeds that can follow a fixed curved path between boundariessuch as 3.50 to 2.33 or 1.61 to 1.26. Accordingly, the mechanical gearratios and virtual gear relationships FR1-FR7 are illustrated asstraight and curved lines in FIG. 3.

TABLE 1 Fixed speed Conventional 7- Hybrid relationship #/ SelectiveSpeed Transmission Transmission Fixed Mechanical or Couplings FixedSpeed Ratios Speed Relationships Virtual Gear # Applied 4.377 3.89FR1/MG1 C1/C4 2.859 3.50-2.33 FR2/VG2 C1 1.921 1.80 FR3/MG3 C1/C2 1.3611.61-1.26 FR4/VG4 C2 1.0 1.00 FR5/MG5 C2/C4 0.82 0.85 FR6/VG6 C2 0.7280.72 FR7/MG7 C2/C3

A virtual gear relationship is a fixed speed relationship within one orthe other of the CV speed relationship modes, wherein speed of one orboth of the motors 42, 44 is controlled according to a fixedrelationship to transmission output speed. For example, the engine speedcan be controlled by the speed of the motors, wherein the relationshiptherebetween is approximately as follows: Engine Speed=0.5× first modemotor speed+0.5× second mode motor speed. The engine 30 can be commandedto produce a torque to achieve optimum operation for a given batterystate and desired transmission output torque. The motors 42, 44 are thencontrolled to produce the torque required to achieve a desired batterypower, and transmission output torque as well as additional torque toaccelerate (or decelerate) the motors 42, 44 to the desired speed. Thismotor control thereby controls the engine 30 to the desired speed aswell. The fixed speed relationship can be linear such as represented bya straight line, but can also be non-linear such as represented by afixed curve. The couplings C1-C4 are not intentionally slipped orpartially engaged with one another to achieve the virtual gearrelationships.

A mechanical gear ratio is one in which power input to the transmission34 is transmitted through a mechanical path in the transmission 34 suchas through the planetary gearsets 36, 38, 40 and coupling elementsC1-C4. For example, any suitable number of mechanical gear ratios can beprovided depending on the quantities and configurations of planetarygearsets and couplings used. As shown, however, at least four mechanicalgear ratios can be provided with the illustrated configuration of threeplanetary gearsets 36, 38, 40 and four couplings C1-C4, all of whichgear ratios are primarily driven by the engine 30 to provide primarilymechanically driven and substantially discrete speed relationships. Themechanical gear ratios mode is achieved when the first CV mode couplingC1 is applied in addition to one or more of the other selectivecouplings C2, C3, or C4 being applied. When such an additional couplingis applied, a fixed transmission input to output speed relationship isachieved. In mechanical gear ratios, the rotation of the motors 42, 44is then proportionally set to the transmission input speed and dependenton rotation of the planetary gearsets 36, 38, 40 as set by applicationsof the various couplings C1-C4. But the motors 42, 44 still can functionas motors or generators and, for instance, during acceleration in afirst fixed speed relationship, power from both the engine 30 and atleast one of the motors 42, 44 can be additive in propelling thevehicle.

To achieve a first fixed speed relationship FR1 in the form of amechanical gear ratio MG1, the 1^(st)/3^(rd) coupling C4 is appliedwhile the first CV mode coupling C1 remains applied. Thus, the firstfixed speed relationship FR1 is defined by the final planetary gear set40, wherein the 1^(st)/3^(rd) coupling C4 locks up the input andintermediate planetary gearsets 36, 38, such that the input andintermediate planetary gearsets 36, 38 and both motors 42, 44 rotate atthe transmission input speed. This coupling C4 also provides the abilityfor the engine 30 and both motors 42, 44 to ail three simultaneouslypropel the vehicle for maximum acceleration. As shown in FIG. 3, thefirst fixed speed relationship FR1 can be the leftmost boundary of thevariable speed relationship range of the first CV mode, and an exemplaryvalue is 3.89.

A second fixed speed relationship FR2 is achieved in the form of avirtual gear relationship VG2 by disengaging the 1^(st)/3^(rd) couplingC4 while maintaining application of the first CV mode coupling C1 tore-enter the first CV mode, and operating the first motor 42 accordingto a fixed relationship to transmission output speed. The second fixedspeed relationship VG2 is within the variable speed relationship rangeof the first CV mode. The second fixed speed relationship VG2 need notbe linear. In other words, the second fixed speed relationship VG2 canbe non-linear in the form of a curve defined by an equation, table ofvalues, or the like. For example, as shown in FIG. 3, the second fixedspeed relationship VG2 can take the form of a fixed curve bounded byexemplary ratios of 3.50 and 2.33, which range serves to bridge arelatively wide gap between the first and third mechanical gear ratiosMG1, MG3. As also shown in FIG. 3, the relationship VG2 can extendbeyond the upper limit of the CV speed relationship ranges R1 and R2 foradditional transmission torque output.

A third fixed speed relationship FR3 is achieved in the form of amechanical gear ratio MG3 by disengaging the 1^(st)/3^(rd) coupling C4and applying the second CV mode coupling C2 while maintainingapplication of the first CV mode coupling C1. Thus, all three planetarygearsets 36, 38, 40 are active to collectively define the third fixedspeed relationship FR3. The motors 42, 44 may be deactivated tofreewheel when the first and second CV mode couplings C1, C2 are appliedfor fully mechanical operation. The third fixed speed, relationship FR3can also define the interface or transition line T between the first andsecond CV speed relationship modes, wherein the first CV speedrelationship mode is defined above and to the left of the transitionline T and the second CV speed relationship mode is defined below and tothe right of the transition line T. An exemplary ratio is 1.80.

The transmission 34 can be operated in the second CV speed relationshiprange R2 according to the fixed speed relationship mode. For example,the transmission 34 can be upshifted from the second CV speedrelationship mode to a mechanical gear ratio within the second CV speedrelationship mode range R2 such as where the driver moves the gearshiftselector to a fixed speed relationship mode setting from a CV speedrelationship mode setting. In another example, the transmission 34 canbe upshifted from the third fixed speed relationship FR3 to a fourthfixed speed relationship FR4.

The fourth fixed speed relationship FR4 is achieved in the form of avirtual gear relationship VG4 by disengaging the first CV mode couplingC1 and applying the second CV mode coupling C2, and operating the firstmotor 44 as a motor according to a fixed relationship to transmissionoutput speed. The fourth fixed speed relationship FR4 is within thesecond CV speed relationship range R2. The fourth fixed speedrelationship FR4 need not be linear and, instead, can be non-linear suchas in the form of a curve defined by an equation, table of values, orthe like. For example, as shown in FIG. 3, the fourth fixed speedrelationship FR4 can take the form of a fixed curve bounded by exemplaryspeed ratios of 1.61 and 1.26, which range bridges a gap between thethird mechanical gear ratio MG3 and a fifth mechanical gear ratio MG5.Moreover, any of the virtual gear relationships VG can similarly bedefined in non-linear, but fixed, terms. As also shown in FIG. 3, therelationship FR4 can extend beyond the upper limit of the CV speedrelationship ranges R1, R2 for additional transmission torque output.

A fifth fixed speed relationship FR5 is achieved in the form of themechanical gear ratio MG5 by simultaneously applying the second CV modecoupling C2 and the 1^(st)/3^(rd) coupling C4, which action locks theplanetary gearsets 36, 38, 40 into a 1:1:1 ratio so that thetransmission output 35 rotates at the same speed as the transmissioninput 33. As shown in FIG. 3, the fifth fixed speed relationship FR5 isrepresented by a straight line within the second CV speed relationshiprange R2.

A sixth fixed speed relationship FR6 is achieved in the form of avirtual gear relationship VG6 by disengaging the 1^(st)/3^(rd) couplingC4 and maintaining application of the second CV mode coupling C2, andoperating the second motor 44 as a motor according to a fixedrelationship to transmission output speed. The sixth fixed speedrelationship FR6 is within the second CV speed relationship range R2 andan exemplary relationship is 0.85.

A seventh fixed speed relationship FR7 is achieved in the form of amechanical gear ratio MG7 by applying the second CV mode coupling C2 andthe 4^(th) coupling C3 to provide a fixed overdrive ratio wherein theinput and intermediate planetary gear sets 36, 38 are active, and themotors 42, 44 may freewheel with no torque present. The seventh fixedspeed relationship FR7 is within the second CV speed relationship rangeR2 and an exemplary ratio is 0.72.

Referring now to FIGS. 1 and 4, the transmission 34 can be operated inthe manual fixed speed relationship mode to improve acceleration byincreasing the powertrain torque output. Also, in normal Drive modeoperation of the powertrain 12, engine speed is held constant duringacceleration and the engine 30 thus produces a constant sound that manydrivers may find unfamiliar. Accordingly, the manual fixed speedrelationship mode can provide the sound and feel of manual transmissiongearshifts.

In a first example, transmission operation can start in the manual fixedspeed relationship mode, for example, where the driver requeststransmission operation in the manual fixed speed relationship mode, suchas by using the driver interface 16 in any suitable manner. Forinstance, the driver can move the gearshift lever from the Park settinginto the first fixed speed relationship setting FR1 of the manual fixedspeed relationship mode. Thereafter, the transmission output speed isproportional to the engine speed according to the first fixed speedrelationship FR1 for all engine speeds until, for example, the driverupshifts to the second fixed speed relationship FR2 or moves thegearshift lever to the Drive D setting or automatic fixed speedrelationship setting AF, or the like. In other words, based on thedriver request, the engine speed becomes limited to engine speeds alongthe first fixed speed relationship FR1 as a function of transmissionoutput speed.

In a second example, and as illustrated by the instantaneous speedrelationship D_(i) of FIG. 4, by default, transmission operation may bein the CV speed relationship modes and can be switched manually into themanual fixed speed relationship mode by the driver using the driverinterface 16 in any suitable manner. For instance, the driver can bumpthe gearshift lever from its Drive setting into a + or − setting or cantoggle a +/− selector or paddle into a + or − setting or the like, torequest an upshift or a downshift into an adjacent manual fixed speedrelationship. In short, any suitable method and apparatus may be used torequest manual fixed speed relationship mode operation.

Regardless of the particular method and apparatus used to request themanual fixed speed relationship mode, based on the upshift or downshiftrequest, a fixed speed relationship to be shifted into from the Drivemode is determined. For example, the control system 56 can receive therequest and make the determination. First, the instantaneous variablespeed relationship D_(i) of the transmission is determined. Then, afixed speed relationship adjacent the instantaneous variable speedrelationship D_(i) and generally in the direction of the requestedupshift or downshift is identified. Thereafter, the transmission isadjusted to operate according to the fixed speed relationship in anysuitable manner. Subsequently, engine speed is increased to a valuecorresponding to present transmission output speed as a function of theidentified fixed speed relationship. For example, in FIG. 4 an exemplarydownshift to manual fixed speed relationship request MF_(D1) involvesquickly increasing the engine speed from the speed corresponding to theexemplary speed relationship D_(i) to a value along the fourth fixedspeed relationship FR4 line adjacent and above the speed relationshipD_(i). Thereafter, and as indicated by the arrows emanating from thedownshift request MF_(D1), the transmission 34 is operated in accordancewith that relationship FR4 for all transmission input speeds until thedriver requests otherwise. For example, the driver can request a seconddownshift MF_(D2) such as to a fixed speed relationship FR3, or anupshift MF_(U1) to a fixed speed relationship FR5, or the driver canrequest a shift back to the Drive mode such as by holding the gearshiftlever in the + or the − setting for a predetermined period such as about100 ms or more. Likewise, the transmission 34 is operated in accordancewith those ratios FR3 or FR5 for all transmission input speeds until,for example, subsequent downshifts MF_(D3), MF_(D4), or upshiftsMF_(U2), MF_(U3), are requested, or until the driver requests a shiftback to the Drive mode such as by moving the gearshift lever into theDrive setting. The vehicle does not have to change speed to achieve theshifts.

Still referring to FIGS. 1, 3, and 4, the automatic fixed speedrelationship mode AF may include the fixed speed relationships FR1-FR7,including the mechanical gear ratios MG1, MG3, MG5, MG7 and virtual gearrelationships VG2, VG4, VG6. In the automatic fixed speed relationshipmode AF, the control system 56 can automatically select between themultiple fixed speed relationships FR1-FR7 for providing a suitablespeed relationship between the transmission output 35 and input 33. Thetransmission 34 can be operated in the automatic fixed speedrelationship mode AF to improve acceleration by increasing powertrainoutput, to provide the feel of conventional automatic transmissionshifts, and/or to balance powertrain efficiency with increased drivervehicle performance demands.

In a first example, transmission operation can start in the automaticfixed speed relationship mode AF, for example, where the driver requeststransmission operation in the automatic fixed speed relationship modeAF, such as by using the driver interface 16 in any suitable manner. Forinstance, the driver can move a gearshift lever from Park into theautomatic fixed speed relationship setting AF. Thereafter, thetransmission output speed is proportional to the engine speed accordingto the first fixed speed relationship FR1 for all engine speeds until,for example, the control system 56 determines that the transmission 34should be upshifted into the second fixed speed relationship FR2, oruntil the driver manually upshifts to the second fixed speedrelationship FR2 by moving the gearshift selector to an FR2 setting orbumping the gearshift selector to a + setting, or until the driver movesthe gearshift lever to Drive D, or the like.

In a second example, and as illustrated by the exemplary speedrelationship D_(i) in FIG. 5, by default, transmission operation can bein the CV speed relationship mode and can be switched automatically intothe automatic fixed speed relationship mode AF. For instance, thetransmission 34 can be upshifted automatically from the first CV speedrelationship mode to the third fixed speed relationship FR3 such as inresponse to request from the driver, for example, where the driver bumpsa gearshift selector in a positive direction to request an upshift inspeed relationship. In another instance, the transmission 34 can beshifted automatically from the third fixed speed relationship FR3 to thefourth fixed speed relationship FR4 defined within the second CV speedrelationship range R2. For example, this may happen when the vehiclespeed is ever increasing from a stand still and the transmission 34 isbeing upshifted through fixed speed relationships in the automatic fixedspeed relationships mode. In a further instance, the shift can be madein response to a sudden demand in acceleration from the driver, forexample, where the driver “floors” an accelerator pedal from a vehiclestandstill condition.

In this latter instance, the control system 56 can infer from suchaggressive driver action that the driver is requesting to exit the Drivemode and enter the AF mode. The control system 56 receives signals fromthe transmission mode selector sensor, the accelerator position sensor,and the vehicle speed sensor and can determine instantaneous powertraintorque demand as a function of such signals. For example, the controlsystem 56 may calculate the rate of change of the accelerator position,which rate may represent desired acceleration by the vehicle driver, andis indicative of powertrain torque demand. The control system 56 canalso determine torque available from the powertrain 12. Those ofordinary skill in the art will recognize that the torque demand andtorque available may be derived from actual values obtained from vehicleand/or powertrain sensors alone, or in combination with one or moretorque and/or acceleration threshold values, formulas, look-up tables,PID algorithms, and/or the like. In any case, the control system 56 cancompare torque demand with torque available from the engine 30 and thetransmission 34 at its present speed relationship.

If the control system 56 determines that the instantaneous torque demandexceeds the instantaneous torque available from the engine 30 and thetransmission 34 within its present instantaneous speed relationshipD_(i) in the Drive mode, then the control system 56 can command adownshift from the present instantaneous speed relationship D_(i) to alower mechanical or virtual gear relationship. More specifically, thecontrol system 56 may effect the downshift by transmitting suitablesignals to suitable transmission speed relationship changing devicessuch as electro-hydraulic solenoid valves within the transmission 34 soas to apply or disengage suitable couplings associated with suitablegear sets. Also, or instead, the control system 56 may transmit suitablecontrol signals to the motor control controller 54 to adjust the speedand/or torque of one or both of the motors 42, 44. If, however, thecontrol system 56 determines that the instantaneous torque demand doesnot exceed the amount of torque available from the engine 30 and thetransmission 34 within its present speed relationship in the Drive mode,then the control system 56 can continue to control the engine 30 andtransmission 34 according to normal operating parameters within theDrive mode. For example, the control system 56 may suitably adjust theengine throttle and/or fuel injectors to increase engine output, and/ormay suitable adjust motor torque and/or speed.

According to another aspect, a driver can select a preferred speedrelationship schedule, such as Economy or Sport speed relationshipschedules. The schedules correspond to Economy or Sport modes, which canbe provided by the driver interface 16, such as part of a gearshiftselector or pushbuttons of a transmission mode selector, or the like. Inthe normal transmission Drive mode, powertrain operation is optimizedfor a balance between good fuel economy and good powertrain performance.But the present powertrain 12 also provides a driver with options toprioritize relatively better powertrain performance or relatively betterfuel economy. The control system 56 can execute any suitable Economy orSport speed relationship programs or shift schedules to operate thepowertrain 12 to optimize Economy or Sport mode goals, wherein thecontrol system 56 processes suitable inputs according to a program todefine and output target engine and/or motor input speeds to achievesuch goals.

In the Sport mode, the transmission 34 is operated according to a Sportshift schedule to shift between the fixed speed relationships FR1-FR7 soas to maximize powertrain torque output for good acceleration. Accordingto the Sport mode, the control system 56 places the transmission 34 inthe automatic fixed speed relationship mode, and thereafter executes aSport shift schedule that maintains the transmission 34 in a given fixedspeed relationship until the torque conveyed in the current relationshipis substantially the same as the torque that will be conveyed in thenext relationship at the instant an upshift is made from the currentrelationship to the next relationship. The Sport shift schedule can bedifferent from a default shift schedule normally used in the automaticfixed speed relationships mode.

In the Economy mode, the transmission 34 is operated according to anEconomy speed relationship program or shift schedule that adjusts thetransmission speed relationship so as to minimize energy usage for goodfuel economy and electrical efficiency. According to the Economy mode,the control system 56 places the transmission 34 in either the Drivemode D or the automatic fixed speed relationship mode AF. If thetransmission 34 is placed in the Drive mode D, then the Economy speedrelationship program can be the same as the normal Drive mode program,or can be a different, more economical speed relationship program than adefault Drive mode program to maximize fuel economy at the expense ofpowertrain performance. For example, the control system 56 can maintainthe engine 30 at a substantially steady state such as within its mostfuel efficient area of its fuel economy map, and can adjust transmissioninput speed by varying power input of one of the motors 42, 44 byoperating the motors 42, 44 in their respective most efficient areas oftheir motor efficiency maps. But if the transmission 34 is placed in theAF mode, then the control system 56 can execute an Economy shiftschedule that maintains the transmission 34 in a given fixed speedrelationship until fuel economy within that relationship is maximizedafter which the transmission 34 is shifted to the next relationship, andso on. The Economy speed relationship program can be different from adefault speed relationship program normally used in the automatic fixedspeed relationships mode or the CV mode.

Referring now to FIG. 6, the Sport and Economy modes can incorporatedifferent respective Sport and Economy engine torque reserves RS, RE.Generally, torque reserve relates to the quantity of torque thepowertrain can spare at any given moment in time before maximumavailable torque output is reached, so that the vehicle can suddenlyaccelerate, or climb a slope at a uniform speed. In other words, torquereserve is the ability of the powertrain to add torque within a givenspeed relationship to compensate for a sudden increase in torque demand.

The Sport mode torque reserve RS can be larger than the Economy modetorque reserve RE. This is because the Sport mode upshifts take place“later” at a relatively higher engine torque and speed for betteracceleration, whereas Economy mode upshifts occur “earlier” atrelatively lower engine torque and engine speed to conserve fuel.Accordingly, in the Sport mode, the control system 56 adjusts shiftcharacteristics toward higher shift speeds, thereby resulting in arelatively greater torque reserve. The torque reserves RS, RR can bedifferent from default torque reserves in the automatic fixed speedrelationships mode or Drive mode.

From the above, those skilled in the art will now appreciate that thepowertrain 12 improves driver satisfaction. Compared to existing powertrains having hybrid transmissions, the powertrain 14 provides the soundand feel of a conventional transmission and better “gas pedal” responsein the MF mode and/or the Sport mode within the AF mode, and provides asgood or better fuel economy in the Drive D mode or the Economy modewithin the AF or Drive modes.

While certain preferred embodiments have been shown and described,persons of ordinary skill in this art will readily recognize that thepreceding description has been set forth in terms of description ratherthan limitation, and that various modifications and substitutions can bemade without departing from the spirit and scope of the invention. Forexample, the method can be carried out using any suitable transmissionarchitecture and the particular transmission architecture may vary fromthat shown. For instance, greater or fewer planetary gearsets andcouplings can be deployed in similar or different configurations fromthat shown. Also, within the illustrated configuration, the1^(st)/3^(rd) coupling C4 can be rearranged. For example, the couplingC4 can instead selectively couple the intermediate ring gear 38 r to theintermediate sun gear 38 s, or the input carrier 36 c to the input ringgear 36 r. The invention is defined by the foil owing claims.

1. A method of operating a hybrid transmission, comprising the steps of:controlling the transmission according to a drive mode, which includes acontinuously variable speed relationship; and controlling thetransmission according to automatic and manual fixed speed relationshipsmodes, which include a plurality of fixed speed relationships includingmechanical gear ratios and virtual gear relationships; receiving adriver request for transmission operation in one of an Economy or aSport mode; and operating the transmission in the requested Economy orSport modes; and wherein the operating step includes placing thetransmission into the automatic fixed relationships mode and operatingaccording to a Sport torque reserve when the Sport mode is requested,which is different from a default torque reserve of the automatic fixedrelationships mode.
 2. The method of claim 1 wherein the operating stepincludes: placing the transmission into the automatic fixedrelationships mode and shifting between the plurality of fixed speedrelationships according to a Sport shift schedule different from adefault shift schedule of the automatic fixed relationships mode.
 3. Themethod of claim 1 wherein the operating step includes: placing thetransmission into the automatic fixed relationships mode and shiftingbetween the plurality of fixed speed relationships according to anEconomy shift schedule different from a default shift schedule of theautomatic fixed relationships mode.
 4. The method of claim 1 wherein theoperating step includes: placing the transmission into the drive modeand adjusting the continuously variable speed relationship according toan Economy speed relationship program different from a default speedrelationship program of the drive mode.
 5. The method of claim 1 whereinthe Sport mode torque reserve is larger than a torque reserve of theEconomy mode.
 6. The method of claim 1 wherein during operation in theSport mode, operating the transmission according to a Sport shiftschedule that shifts between the plurality of fixed speed relationshipsin a manner that optimizes powertrain torque output.
 7. A method ofoperating a hybrid transmission, comprising the steps of: controllingthe transmission according to a drive mode, which includes acontinuously variable speed relationship; and controlling thetransmission according to automatic and manual fixed speed relationshipsmodes, which include a plurality of fixed speed relationships includingmechanical gear ratios and virtual gear relationships; receiving adriver request for transmission operation in one of an Economy or aSport mode; and operating the transmission in the requested Economy orSport modes; and wherein the operating step includes: placing thetransmission into the automatic fixed relationships mode and operatingaccording to an Economy torque reserve when the Economy mode isrequested, which is different from a default torque reserve of theautomatic fixed relationships mode.
 8. The method of claim 7 wherein theoperating step includes changing the transmission from the automaticfixed relationships mode into the drive mode and adjusting thecontinuously variable speed relationship according to an Economy speedrelationship program different from a default speed relationship programof the drive mode.
 9. The method of claim 7 wherein the operating stepincludes placing the transmission into the automatic fixed relationshipsmode and shifting between the plurality of fixed speed relationshipsaccording to an Economy shift schedule different from a default shiftschedule of the automatic fixed relationships mode.
 10. The method ofclaim 7 wherein the operating step includes placing the transmissioninto the drive mode and adjusting the continuously variable speedrelationship according to an Economy speed relationship programdifferent from a default speed, relationship program of the drive mode.11. The method of claim 7 wherein the Economy mode torque reserve issmaller than a torque reserve of the Sport mode.
 12. The method of claim7 wherein during operation in the Economy mode, operating thetransmission according to an Economy shift schedule or speedrelationship program that adjusts transmission speed in a manner thatminimizes fuel and electrical power usage.
 13. A method of operating ahybrid transmission, comprising the steps of: controlling thetransmission according to a drive mode, which includes a continuouslyvariable speed relationship; and controlling the transmission accordingto automatic and manual fixed speed relationships modes, which include aplurality of fixed speed relationships including mechanical gear ratiosand virtual gear relationships; receiving a driver request fortransmission operation in one of an Economy or a Sport mode; andoperating the transmission in the requested Economy or Sport modes; andwherein the operating step includes: placing the transmission into theautomatic fixed relationships mode and operating according to one or theother of Sport or Economy torque reserves, which are different from oneanother and from a default torque reserve of the automatic fixedrelationships mode.
 14. The method of claim 13 wherein the operatingstep includes placing the transmission into the automatic fixedrelationships mode and shifting between the plurality of fixed speedrelationships according to a Sport shift schedule different from adefault shift schedule of the automatic fixed relationships mode. 15.The method of claim 13 wherein the operating step includes placing thetransmission into the automatic fixed relationships mode and shiftingbetween the plurality of fixed speed relationships according to anEconomy shift schedule different from a default shift schedule of theautomatic fixed relationships mode.
 16. The method of claim 13 whereinthe operating step includes placing the transmission into the drive madeand adjusting the continuously variable speed relationship according toan Economy speed relationship program different from a default speedrelationship program of the drive mode.
 17. The method of claim 13wherein the operating step includes placing the transmission into theautomatic fixed relationships mode and operating according to a Sporttorque reserve, which is different from a default torque reserve of theautomatic fixed relationships mode.
 18. The method of claim 13 whereinthe Sport mode torque reserve is larger than the Economy mode torquereserve.